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  #11  
Old 2nd May 2012
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i realize that there has been limited testing on these new cams, but since it seems like a beefed up .536, which exhaust would "perform best"? i currently have V&H straight shot slip ons (were on the bike at purchase), but i am not opposed to a 2-1; preferably a TH or road rage. Thanks again, and i appreciate you letting us all pick your brain.
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  #12  
Old 2nd May 2012
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When is the turbo cam going to come out? Is one of these better for Turbo applications for a hard headed person who simply does not want a stock cam eventhough I have a set on the table my tool bench?
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  #13  
Old 2nd May 2012
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Originally Posted by jlp29 View Post
i realize that there has been limited testing on these new cams, but since it seems like a beefed up .536, which exhaust would "perform best"? i currently have V&H straight shot slip ons (were on the bike at purchase), but i am not opposed to a 2-1; preferably a TH or road rage. Thanks again, and i appreciate you letting us all pick your brain.
Actually, I'm surprised that it beat the SE 536's, because timing wise, it's a milder cam grind, at least on the intake. It's broader on the exhaust and it has a little more lift, though. This set of cams was not targeted at the 536's at all, this was supposed to be a bolt-in grind, which the SE536's are most definitely not.

What really happened is that the bike already had 536's in it to start with. We tuned the bejeezus out of it, extracted every hp we could find. Then we swapped in the CRUSH 600's and tuned it up (and got 115hp). All smiles, although we fully expected the CRUSH 600's to be better.

Then we went to go test the IMPACT 560's. We really wanted to compare them to the N4's, which we had a set sitting at the ready. But we were anxious to try the IMPACT 560s' so we swapped them in first. Lo and behold the 560's handily beat the SE536's, which was a surprise to us. By then it was getting late and it was hard to justify tossing in the N4's since these had already beat the 536's. So we set that aside for another day.

Really what we'd like to do next is test these in a stock or near stock bike against the factory W's and then the N4's. That's the market these were designed for, to be a better bolt-in grind than the N4's in the late model bikes.

Regarding exhausts, I'm a big fan of the Supertrapp and also the Samson Caliber, when it comes to 2 into 1's. I've seen a lot of pretty dyno sheets come from both. But many people like the TH and I'm not going to throw rocks at it. Always look at the shape of the torque curve, that tells you a lot about what the pipe is doing.
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  #14  
Old 2nd May 2012
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Originally Posted by rottenralph View Post
When is the turbo cam going to come out? Is one of these better for Turbo applications for a hard headed person who simply does not want a stock cam eventhough I have a set on the table my tool bench?
The issue with doing a turbo grind is that to do it right, you really have to target it at a specific turbo. The pressure differential between the exhaust and intake is enormously important in selecting the cam timing, and every turbo is different. So I'd need to have data on the specific target turbo to be able to calculate the cam specs.
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How does one get this specific information?
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  #16  
Old 2nd May 2012
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How does one get this specific information?
Well, if the manufacturer can't provide it, we'd have to measure it. We did some brainstorming in another thread about this and Jason had the idea of hooking one up to our flow bench.

Basically what we'd do is pressurize the exhaust side with the intake outlet blocked off, and measure the pressure on both sides. Pressure differentials of about 2:1 are considered typical but I understand the best turbos can get down to 1:1 or so.

The lower you can get that differential, the more the ideal cam timing starts looking like what a normally aspirated motor wants.

What you want to avoid is a situation where you open the valves during overlap, and the exhaust pressure is greater than the intake pressure. That makes things flow the wrong way. So the greater the pressure differential, the less overlap you want.
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I'd be interested to see the charts on "W" vs. N4 vs. Impact 560 cams when you get the chance.

A cam set with that kind of performance that bolts in with no cam case grinding is VERY attractive.
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  #18  
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I'd be interested to see the charts on "W" vs. N4 vs. Impact 560 cams when you get the chance.

A cam set with that kind of performance that bolts in with no cam case grinding is VERY attractive.
You're absolutely right, that's the test we need to do. But it really should be done on a stock motor or one with IMPACT Head Porting since that's the target application. Unfortunately we don't have any stock bikes sitting around!

But yes, the above results, while preliminary, sure are promising. These cams are targeted under the SE536's yet they handily pounded them.

We're also moving the business and that's not a small job. An awful lot of world record setting horsepower has come out of the current location, too many records to count, but it's time to move out. So there will be a bit of a delay in running more tests.
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I would volunteer but..... I am in FL.
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You're absolutely right, that's the test we need to do. But it really should be done on a stock motor or one with IMPACT Head Porting since that's the target application. Unfortunately we don't have any stock bikes sitting around!
I'll lend you mine if I can keep the Impact 560 cams!!! Crap, I'm in PA!
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